Aqaba Paper - With Signaturesl

Emergency Response Vessel Study – Summary Report Page 1 of 5

Emergency Response Vessel Study

South SinaiSouth Sinai

Petro Environmental Services Company – PESCO2M, Square 1166, El-Shaheed Sayyed Zakaria Street

Behind Sheraton HeliopolisCairo, Egypt

Petro Environmental Services Company - PESCo


INTRODUCTIONA key challenge for the protection of South Sinai is the provision and sustainability of an “EMERGENCY” response capability that ensures an effective credible response to marine casualties.

South Sinai is one of the most spectacularly beautiful landscapes on the planet. The exceptional richness of marine life in the Red Sea, and in the Gulf of Aqaba in particular, is due to an unusual combination of environmental factors. First, the Red Sea is comparatively sheltered and calm: its currents are gentle and regular, its tides almost non-existent, and its temperature warm and steady. While its waters run quite deep, they are warmed by volcanic heat emanating from the sea bed. The result of all these factors is an environment ideally suited to the complex and delicate ecosystem of coral reefs.

Even among the world's most celebrated reef systems, that of the Sinai stands out for its unusual wealth of certain kinds of marine life - most notably, coral itself. The sheer abundance of corals, many of exceptional size and color, makes diving in Sinai an experience of almost magical intensity. But beyond the corals is a nearly infinite variety of marine species, including such notable creatures as Napoleon wrasse, brilliant orange coral groupers, enormous gorgonian fans, moray eels and hammerhead sharks, elaborate lionfish and majestic, swooping giant manta rays.

SHIPPINGIn terms of navigation, there are some potentially hazardous areas within the region. Numerous offshore platforms in the Gulf of Suez pose a danger to navigation, as do a number of coral reef systems in the Strait of Tiran at the entrance to the Gulf of Aqaba. On a day-to-day basis, small, recurrent leaks from cargo and pleasure ships, land-to-sea transfers and the discharge of oily ballast water produce more pollution and can do more environmental damage overall than one-time events like a large spill. Indeed, 97% of all oil spills into the sea are in amounts smaller than 4,000 liters. However, there are principal ports for the shipping of petroleum in the Region - notably, Aqaba receives its oil via pipelines and ground transport. Oil tankers with an average capacity of 130,000 tons, sail through the area regularly. If a large vessel especially a single hulled tanker were to run aground, the environmental consequences could be catastrophic.

OIL AND GASThe intended increased extraction of oil and natural gas may pose a threat to the Red Sea coast. Although Egypt's oil industry is concentrated on both sides of the Gulf of Suez, oil exploration is now moving out into the Red Sea. The Egyptian General Petroleum Corporation (EGPC) is in the process of leasing major blocks of the Red Sea for oil and gas exploration. If oil is extracted, new risks for the marine environment and new demands for development sites along the coast will arise. The potentially disastrous impact on the tourism industry of oil spills from a major leak or accumulation of small leaks during operations is a threat to both tourist developments and to marine ecosystems. This issue calls for the development of protection strategies for the coastal area from the threats of oil pollution, PERSGA - Strategic Action Plan (SAP) Country Profile, Arab Republic of Egypt, February 2001.

Protocol Concerning Regional Co-Operation in Combating Pollution by Oil and Other Harmful Substances in Cases of Emergency, Jeddah, 14 February 1982:

Article II The Contracting Parties shall endeavour to maintain and promote, either individually or through bilateral or multilateral co-operation, their contingency plans and means for combating pollution in the Red Sea and Gulf of Aden by oil and other harmful substances. These means shall include, in particular, available equipment, ships, aircraft and manpower prepared for operation in cases of emergency.



EMERGENCY RESPONSEThe Egyptian Environmental Affairs Agency (EEAA) has established an oil spill response centre in Sharm El Shiekh, but recent incidents involving the grounding of vessels near the Strait of Tiran (entrance to Gulf of Aqaba) have duly demonstrated that much remains to be done. The centre although fully equipped and staffed by experienced personnel cannot cover all eventualities and is hampered for response in the Gulf of Aqaba. This is mainly due to geographical transportation difficulties. A response centre in Nuweiba would alleviate the problem, allowing equipment to be strategically placed on either coast of the South Sinai Peninsula.

Recent shipping incidents have highlighted the inadequacy of current “EMERGENCY” vessels along the South Sinai coast to deal with marine casualties. Numerous vessels have requested emergency assistance for towing, pollution control and / or firefighting, often encountering lengthy delays in obtaining suitable “EMERGENCY” vessels (Tugs) from the northern oil fields. It has been known for vessels to breakdown, request assistance and be left with no option but to drift onto the coastline of Egypt with no alternative but to anchor, causing damage to the reef and posing further potential environmental hazards. VTS monitored vessels, even on a collision course with reefs or other navigational hazards, cannot be effectively intercepted due the inadequacy of suitable “EMERGENCY” vessels for intervention as those adopted between the coastline of France and England. The Presidential Report after Exxon Valdez highlighted that the lack of dedicated emergency vessels hampered the response; “EMERGENCY” vessels are strategically positioned to protect coastlines around the world. As previously mentioned South Sinai boast one of the worlds unique coastlines - lack of protection is not an oversight it is a travesty. Like the Exxon Valdez issue where environmentalist warnings of the risks went unheard, I can only hope whoever reads this report realizes the imminent danger posed to the area. It is not a case of if it happens - it is more a case of when it happens. All the warning signs are there, various conventions, national, regional and international laws are in place to protect the South Sinai environment, all of the legislative requirements will prove worthless if no action is taken.

It goes without saying that contamination of the shoreline with oils is a common characteristic of many oil spills, and when attractive coastal beaches and resorts such as those in South Sinai are affected the costs shall be high as tourist recreational activities will be severely affected for longer periods of time than can be anticipated. As a result, hotel and restaurant owners, and others who have their income from recreational activities in the coastal zone — boat renters, diving tour operators, angling tour operators and many more — will suffer significant economic losses. Not to mention the effect on the national economy.

The combined total cost of the oil tanker incident Prestige runs into billions of dollars. Someone somewhere is wishing they had an emergency vessel immediately available. The Prestige sank off the Coast of Spain in 2002, the vessel was 77,000 tons. Less than half the size of the vessels navigating the Strait of Tiran and a mere fraction compared to the 500,000 ton tankers visiting Ain Soukna terminal on a regular basis.

South Sinai coastline requires an “EMERGENY” vessel to intervene with marine casualties helping prevent and reduce the threat of pollution - at the same time, providing a readily available platform where a credible response can be mounted to deal with marine emergencies.

The term "EMERGENCY" vessel is used to describe all services rendered to save property and personnel from marine peril. This broad definition encompasses not only actions undertaken to save life, the vessel or cargo - but also wreck removal, harbor clearance and search and rescue / recovery. The services the vessel shall provide include:

Life Saving / Rescue.

Port support for berthing / sailing large vessels.

Marine Firefighting.



Refloating vessels from a stranding.

Offloading cargo or water to prevent foundering, or removing sound cargo from impending peril.

Shoring, patching and making any temporary repairs to correct structural, stability or mechanical problems.

Rescue towing of an incapacitated vessel to a safe haven.

Pollution prevention and credible marine response.

KEY ISSUES, CONCLUSIONS, AND RECOMMENDATIONS

Effective, time-critical response provides an important safeguard against environmental damage and commercial loss. It can prevent breakdowns, navigation errors, and other vessel mishaps from developing into more serious incidents, which could result in major pollution or channel and port closures.

Growing environmental concerns also have stimulated greater public interest in salvage operations and have prompted some countries to become more involved in ensuring available salvage capability. Over the past ten years, interest in controlling the public consequences of casualties increasingly has overshadowed private concern for saving hulls and cargoes. However, compensation for salvers' efforts to avert or minimize pollution is integrated into governmental payment structures as part of an emergency service.

Although technological innovations have reduced the impact that oil exploration and extraction have on the environment, risks still remain. Offshore drilling can affect the integrity of the coastal shelf, as well as have a negative effect on marine life. Transporting oil to world markets -- via barge, supertanker, or pipeline -- runs the risk of spillage. Although improved ship design and better cleanup techniques have reduced the impact of oil spills, oil discharges in the area, both accidental and otherwise, have been on the increase - posing a threat to Red Sea ecology and environment.

The future need for “EMERGENCY” services in South Sinai is related to the future risk of vessel accidents. Several factors can be expected to affect the future accident rate. On the negative side, changes to legislation in developed countries regarding single hull tankers is having a negative impact in the developing world as ship owners / operators are transferring ageing single hull tanker fleets to areas with little or no maritime protection. Low freight rates, brought about by the downturn in the world economy and over-tonnage markets, have put ship-owners under financial pressure which can lead to a lowering of maintenance and crewing standards. Indeed, some owners have succumbed to this pressure. Compounding this problem is the ageing of the world fleet, a trend that heightens the need for maintenance.

SUSTAINABILITY OF “EMERGENCY” VESSEL

The extent to which the environment can be protected in the event of marine casualties depends on the availability of “EMERGENCY” resources. Recognizing this dependency, some nations now provide such resources. For example, the governments of Spain and South Africa have retained “EMERGENCY” vessels to assist in response to ships in distress along their coasts. In France and the United Kingdom, a joint venture between the government and the private sector provides protection for the English Channel, and France has similar agreements in place for the Atlantic and Mediterranean coastlines of France and Corsica. Since 1979, the retained “EMERGENCY” vessels have responded to more than 430 distress alerts and have carried out nearly 80 salvage operations. The objective of these government-initiated partnerships is to ensure that the capability is in place to respond rapidly and effectively to all marine emergencies, especially those with the potential to pollute the environment.

In South Sinai various options are available for the provision of such a vessel; such as:-

1. Revenue from incidents responded to.

2. Increased Governorates budget to allow retainer for such services.

3. Portion from Red Sea Port Authorities budget (Port services covered by the vessel).

4. Possibility that PERSGA can request funding from adjoining states (part of SAP).

5. Co-sharing of costs between all, or part of, above.



There is a saying: “Those who create the risk shall pay for the management of such risk.”

The possibility of sustainability is almost endless. Support for such a venture is vital. Obtaining the correct vessel for the area is paramount in providing a credible marine response - vessel management and coordination between the Port and Emergency services could be through the private sector. This option would help avert bureaucratic red tape and alleviate any regional problems that can transpire between governments of such a sensitive political area. The UK and France can be used as a classical example where the private sector deals with both governments.

PESCo is a joint owned company that is willing to develop a strategy for provision and sustainability of such a vessel. This is not a money making scheme, more so a venture, as to allow PESCo to carry out the functions of emergency response swiftly and effectively. At PESCo we believe in our aims “UNIFIED INCIDENT COMMAND” achieving the goal of total protection.

Due to the climate in the region, actual facts and figures are not readily available. PESCo, the company responsible for the management of Sharm El Sheikh has compiled this report in light of experience and facts available.

Recently the European Union announced a further investment for South Sinai. PESCo is not eligible for fund allocation under the current grant scheme. However, such a venture for an emergency vessel supported by government would allow PESCo to commit to such a venture. Without governmental support at all levels any efforts in this field are futile.

PROTECTION OF THE ENVIRONMENT IN EUROPE

In a survey of the agencies that manage “EMERGENCY” vessels in the United Kingdom, the Netherlands and France, protection of the environment was placed as their highest priority. This is understandable, as states are obliged to protect their natural heritage by EU directives and by their own national legislation.

BACKGROUND TO “EMERGENCY” VESSELS The approaches adopted by different states vary considerably. The successful deployment of "EMERGENCY" Vessels is largely dependent upon how proactive a state is regarding intervention in the event of a maritime casualty. The definition of casualty is crucial. It has been legislated that a maritime casualty does not necessarily have to be a vessel actually leaking oil, but merely have the potential to do so and thus representing a threat to state waters and to those activities that are dependent upon them.

Eng. Ashraf Sabet Captain Richard Byrnes

Chairman & CEO, PESCo In-Country Manager, PESCo


Documents

Aqaba Paper - With Signaturesl